Driving control means for automobiles



July 21, 1936.

Filed Feb. 9', 1931 2 Sheets-Sheet l NNI July 21, 1936;4 (F, H, JQRDANl 1 2,048,452v

`DRIVING CONTROL MEANS FOR AUTOMOBILES @nca we l' Patented July 2l, 1936 PANT OFF DRIVING: CONTROL MEANS FOB AUTOMOBILES 'Application February 9, 1931, serial No. 514,448 5 claims. (ci. 19e-.01)

This invention relates to driving control means for automobiles, and it'has for its principal object to simplify the mechanism and minimize the manual and pedal operations on the part of the 5 driver by providing more particularly for an automatic actuation of the usual clutch device which is now generally provided for alternately connecting and disconnecting the engine shaft and the propeller shaft in the ordinary present i day automobile structures.

Other particular objects and advantages to be attained will hereinafter more fully appear.

The inventionconsists in the novel application of the controlling mechanism to the automol bile, and in the parts, 'and combinations and arrangement of. parts, as hereinafter described and v pointed out with particularity in the appended claims.

Referring now to the drawings illustrating a n0 practical adaptation of the invention,

Fig. l is a view, somewhat schematic, illustrating fragmentarily the parts of an automobile engine and the controlling mechanism directly associated with the present invention;

Fig. 2 is a view, on an enlarged scale, partly in elevation and partly insection, illustrating details of the clutch controlling valve;

Fig. 3 illustrates the same valve as viewed at right angles to the position shown in Fig. 2;

Fig. i is a. cross-section through the valve showing the relative location of the ports thereof when the valve is set to create the vacuum in the clutch releasing cylinder; and

Fig. 5 is a similar view illustrating the cooperative relation of the ports when the valve is set to admit air into the clutch releasing cylinder. Referring-now tothe drawings, y,numeral Ill designates the intake manifold of an automobile engine, through which thel fuel charges are supplied to the respective power cylinders' of the engine in the usual manner. Connected to the manifold il), by the pipe Ii, is the carburcter I2 which may be of. any suitable construction and arrangement, and for the purposes of illustration is. merely shown conventionally in the drawings. The throttle valve of the carbureter (not shown), is provided externally of the lcasing or shell of the carbureter with an oscillatory actuating -arm I3, said arm being pivotally connected,

as at it, to a rod I5 which, as conventionally illustrated, is slidably supported in a guide member or bracket I6 with slight play in the bearing so that the rod is permitted limited oscillatory motion during its longitudinal reciprocation in 65 order to compensate for the arcuate travel at the point of pivotal connection between the rod and the arm i3 which actuates the throttle valve of the carbureter. The rod I5 is pivotally connected, as at I1, to a link I8, which is in turn pivotally attached, as at i9, to an arm 20 of a pedal 0r 5 treadle member 2|, the latter being pivotally supported, as at 22, on the foot-board 23 of the automobile body within convenient reach for the application of the drivers foot. The link I8, as shown, is also pivotally supported by a supple- 10 mental oscillatory arm 2t, said arm being pivotally attached at one end, at the point of pivotalA connection i9, between the link `it and arm 20 of the pedal or treadle 2 I, and pivotally supported at its opposite end, as at 2,5, on the underside i5 of the footboard 23. A spring 2S, which is connected at one end to the link l, as at 2l, and at its opposite end to the underside of the footboard 23, as at 28, yieldably holds the rod l5 and the connected throttle valve arm i3 in normally 20 retracted position. By this arrangement,` which, as hereinbefore noted, is merely conventionally shown, but illustrates in a. general way the usual manner of operating the carbureter throttle valve, the valve is opened upon the depression oi 25 thepedal or treadle member 2l under the pressure of the drivers foot. y

According to the usual method of driving an automobile, the foot pedal or treadle 2i, or an equivalent device, is utilized during the process 30 of operating the engine, for accelerationof power after the car has been started through the instrumentality of the hand operated lever which is usually provided on the steering column or otherwise in convenient reach of the drivers hand. 35 Usually, the operable connection between the hand lever (not shown) is effected through the mediumpf a rod 29 on which the hand lever is mounted, said rod extending axially through the steering column v3i) and being projected beyond 40 the lower end of the latter as at 3i, where it is provided with a segmental gear $2 which cooperatively engages a similar gear 33 xed on an angularly disposed stub shaft 34, the latter having an arm 35 fixed thereon. The arm 35, which, 45 of course, oscillates about the axis of the stub shaft 36, is pivotally attached as at 36 to one end Aof a rod 31, the opposite end of said rod being pivotally attached, as at 38, to a crank arm 39, which is connected by the shaft t0 to a second 50 arm di, the latter being connected, as at 42, preferably by a suitable universal joint, to the end of a rod 43, whose opposite end is swiveled, as at 44, to a sleeve 45 which is slidably mounted on the rod I5, said sleeve, when moved in one direction, engaging a collar 66 xed on the rod l5. By this construction, the rod I5 is moved by the manipulation of the hand lever, through the intermediary of the several connections between the shaft 29and sleeve t5 just above described, so as to open the carbureter throttle valve. In this actuation, of course, the foot pedal or treadle member 2l moves with the rod I5 owing'to the link connection between the parts as hereinbefore described; However, the foot pedal or treadle member 2l may be depressed to actuate the rod i5 without disturbing the hand throttle actuating leverV either in its normally closed position or in the position to which it has been adjusted.

The mechanism, as thus far described, is illustrative of that by which the throttle valve is controlled in the ordinary automobile equipment.

In the utilization of this mechanism the handthrottle lever is usually manipulated to open the carbureter throttle valve, slightly at rst, in starting the engine, and gradually opening the throttle valve further after the engine is warmed up and the car is about to be propelled. After the car is underway and it is-desired to accelerate the speed thereof, the hand throttle lever is usually left in the adjustment Where it was set for a certain predetermined speed, and the pedal ortreadle member 2|, which is commonly termed the accelerator, is pressed by the drivers foot, thereby opening the carbureter throttle valve to a greater degree and accordingly increasing the fuel charge which is taken into the power cylinders of the engine through the manifold I6. Inasmuch as the drivers left foot is necessarily kept free Afor application to the pedal of the clutch lever in an emergency, the right foot is alternately used for manipulating the brake pedal and the accelerator, requiring considerable thought and care on the part of the driver to avoid making the mistake of applying the foot to the wrong pedal, as well as tiring the driver when in congested tramo, due to the necessarily frequent manipulation of the clutch pedal, which latter is moved against the strong spring tension obviously provided in the mechanism for keeping the clutch normally engaged. 1

In accordance with the present invention, which has been brought about primarily to automatically eiect the depression of the clutch pedal lever and consequent disengagement of the clutch between the engine crank shaft and the propeller shaft of the `driving mechanism, under certain conditions, a device that is actuated by the suction in the fuel supply pipe connections and manifold between the carbureter and engine, during the operation of the engine, is provided, preferably in the form of a cylinder 41 in which reciprocates a piston 48 having one end of a connecting rod 69 pivoted thereto as at 50, the opposite end of the rod being 'pivotally attached, as

' at 5I, to the clutch lever 52.' The clutch lever is of the ordinary form and arrangement, and it is provided at its end with a pedal extension 53 which is projected through the usual slot 54 pro-f vided therefor in the footboard 23 of the automobile body in convenient reach of the operators the manipulation of the regular brake pedal and left foot, his right foot being used alternately in the accelerator pedal 2|. In the drawings the brake pedal, which is usually located adjacent the accelerator pedal, is omitted and the clutch lever 52 is merely shown conventionally, its piv' otal point being indicated at 55, and the spring which yield'ably holdsV the clutch lever and the engaging position being also conventionally shown at 56.

For the purpose of more clearly illustrating the present invention, the clutch lever 52 is shown in its normal raised or engaging position in dotted lines, and in depressed or clutch disengaging position in full lines. In practice, the cylinder d1, which is merely shown conventionally in the drawings, is obviously mounted on some conveniently located portion of the engine frame or housing, or on the chassis frame.

The cylinder 61 is provided with a port 51 which communicates with the space between its closed end and the piston d8, said port being connected by a pipe 58 to a controlling valve 59, the details of which will be presently described, said controllirng valve being in turn connected by a pipe 60 to the fuel -pipe connection il between the intake manifold of the engine and the carbureter I2. Theinterior diameter of the cylinder 41, and the area of the working face of the piston 48, are such that when a vacuum is created in the space in the cylinder'between its closed end -and said piston 48, the piston is thereby drawn toward said closed end of the cylinder and, consequently, with power suflicient' to retract the clutch lever 52 against the tension of the f spring 56.

further provided with an integral lateral nipple-l extension for the reception of a coupling element or union 66, by which the connection with the pipe 60 is eiected. At the opposite end'of the cylindrical portion 6i is a cap member or head B1 provided with an axial opening 68.

Fitted rotatably in the cylindrical portion 6| of the controlling valve 59 is a hollow cylindrical valve member 69 which is open at one end so as to be in constant communication with the pipe As shown,

58 through the nipple 63 and coupling member 66, the opposite end of the member 69 being closed, as at 10, and provided with an axial stem or spindle vextension 1I, the outer end portion of which is screw-threaded, as at 12, for the reception of a jam nut 13, which latter is provided for the purpose of releasably securing, in adjusted positionjthe stem portion 14 of a lever member 'I5 which is inserted through a transverse opening provided therefor in the axial stem or spindle extension 1i of the valve member 69.I Sleeved on lthe stem or spindle portion 1| is a washer 16 which abuts the stem portion 14 of the lever member 15, while another washer 11 is located on said stem or spindle portion adjacent to the head 61, said washer 11 being preferably provided with a central embossment, ai-v fording a gland for the reception of an interposed packing ring or gasket 18 for preventing leakage through the opening 68 in the cap member or head 61. Interposed between the two v washers 16'and 11 and coiled about the stem or connected clutch device (not shown) in` normal at the same time exert. 'compressive `pressure upon 75 the packing ring or gasket 18, thereby creating sulcient frictional resistance preventing a too free movement of the valve member 69 and at the same time not unduly resisting its rotation in the regular course of operation.

The valve member 69 is provided with a port 89 which, as shown more clearly in Figs. 2 and 4 of the drawings, is normally in communicable registration with the nipple extension 65 of the body portion iii of the valve, in which relation of said port 8i) and nipple extension 65 communication is established between the intake manifold connection Il of the engine and the clutch releasing cylinder 41. If the engine is operating during this relation of the port 88 and nipple extension 85 the suction creates a vacuum in the cylinder 41, thereby drawing the piston 48 towards the closed end of the cylinder and, of course, the clutch lever 52 is moved about its pivotal axis 55, owing to the connection 49 between it and said piston 4B. However, if the valve member 69 is rotated to bring the port 38 into communication witha port 8l provided in the body portion 6I of the controlling valve 59, adjacent to the nipple extension 65, as illustrated in Fig. of the drawings, communication with the intake manifoldconnection II of the engine is cut oi and atmospheric pressure is restored in the cylinder 41 through the communicating ports 88 and 8| and pipe 58, whereupon the spring 56 returns the clutch lever to normal position and effects the driving connection between the crank shaft of the engine and f the propeller shaft of the car.

The actuation of the valve member 89 is efiected by a reciprocatory and pivotal link connection between the lever member'i andthe v carbureter throttle valve operating rod I5. To' this end, the lever member 'I5 is formed with an tively interposed between said head portion and collar 86 and the adjacent sides of the lever extension 82, Vand the stud being retained in place by a cotter pin 89. 'I'he head portion 85 of the stud is provided with a screwthreaded transverse opening for the reception of the screwthreaded end portion 90 of a rod 9I-, said rod being secured in longitudinally adjusted relation to the head 85 by a jam nut 92. 'I'he opposite end of the rod 9| is pivotally attached, asat 93, to an arm 94 which is sleeved slidably on the rod I5, as at 95, between a spaced pair of collars 96 and 91 ilxed to the rod I5. Normally, in the closed positionl of the carbureter throttle valve and the communicable relation between the port 88 and nipple extension 65 of the con- 4 trolling valve 59, the portion 95 of the arm 94 is in engagement with the collar 96 onthe rod I5, at which time, also, the accelerator pedal 2| is in its normal raised position and the rod 43 and other connections between the rod I5 and the hand throttle controlling lever are in their by the accelerator pedal 2|, the actuator arm I3 of the carbureter throttle valve is moved so as to open the throttle valve to some extent before an actuation of the controlling valve member 69 is eiected. This is due to the space between the 5 portion 95 of the arm 94 and the collar 91 on said rod I5. By this arrangement fuel mixture is supplied to the intake manifold I8 of the engine in suilcient quantity for the purposes of starting the engine and letting it run idle. At the same time a vacuum is created in the cylinder 41, thereby effecting the depression of the clutch lever 52 and obviating the necessity for the driver of the car applying his foot to the clutch pedal 53 for releasing the clutch, as is the cus- 15 tomary practice preliminary to throwing the transmission into gear for starting the car. Further movement of the rod I5, after the collar 91 has engaged the portion 95 of the arm 94, will 4 move the rod 9i in the direction to rock the lever 20 the acceleration in the power and speed of the engine due to the increased supply of fuel the clutch lever is released to the action of the spring 58 whichthrows the clutch in as the atmospheric pressure is restored to the cylindert'l. Owing tothe angular set of the slotted portion 82 of the lever member 18 in which the stud 88 is slidably mounted, and due also to the riction created between the end of the valve member 69 and cap member or head 6l by the spring 19, said lever member 'l5 will move just sufiiciently to bring the ports 8i) and 8i into register as shown in Figs. 3 and 5, the stud 84 sliding towards the outer end of the slot 83 during the excess travel of the rod 9I, the pivotal connection 93 between said rod and the arm 98 also permitting of this action. Obviously, therefore, the clutch lever 52 is automatically moved to and held in the clutch disengaging position as shown in full lines in Fig. 1 of` the drawings when the carbureter throttle valve is partially open for the idle operation of the engine, as when starting the car or in slowing down when in trailic or under other conditions, but as soon as the throttle valve is opened to a greaterextent for the propulsion of the car the clutch lever is permitted to return to engaging position, in which condition it remains during any acceleration of the engine.

In accordance with the provisions of the present invention it will be practically unnecessary, at any time, for the driver to operate the clutch by direct application of his foot to the clutch pedal lever, it merely being required of him to properly initially manipulate the hand throttle lever in starting the engine and thereafter to` control the carbureter throttle valve by manipulating the accelerator pedal alone. However, While the clutch 60 lever is automatically operable said lever may also be operated by the direct application thereto of the drivers foot in the ordinary way without interference of the mechanism which eiiects the automatic operation, whether said mechanism is 65 in working order or not.

Obviously, the mechanism may be modified in many respects in its general application and in the details of structure without in the least departing from the spirit and scope of the invention 70 as defined by the` appended claims. The invention, therefore, is not limited to the specific construction and arrangement shown in the accompanying drawings.

Having thus described my invention, what I u 4 accents claim as new and desire to' secure by Letters Patent is:

1. In a drive control means for automobiles and thev like, a device for automatically depressing the clutch pedal lever. said device comprising a cylinder having a reciprocatory piston therein, an operable connection between said piston and said clutch pedal lever, a pipe connection between l. said cylinder and the fuel intake manifold of rod having a pivotal and slidable connection in' said slotted portion `of said lever arm, and a. compensating lost motion connection with the operating means for the throttle valve which controls the fuel supply, whereby said controlling valve is normally set to establish communication through said pipe connection between said cylinder of the clutch actuating device and the fuel intake manifold and remains in said normal condition until the throttle valve is initially opened to a certain degree, and upon further opening of said throttle valve said controlling valve is operated to void the 'communicable connection with the fuel intake manifold and bring the two ports of said controlling valve into communicable registration whereby to admit atmospheric pressure to the cylinder of the clutch actuating device.

2. The herein described controlling mechanism including a power cylinder having a pipe connection with the fuel intake manifold of the engine, a controlling valve for said pipe connection comprising a cylindrical body portion having an end nipple extension and a lateral nipple extension for thepipe connection, and also provided with an exhaust port. a hollow cylindrical memberrotatably fitted in said cylindrical body, said rotatable member being open at one end for communication with the end nipple extension and having a lateral opening for communication with the lateral nipple extension of said body portion, said lateral opening of said rotatable valve member being also arranged for communicable registration with the exhaust port of said cylin-l drical body portion, said rotatable member being closed at its end opposite to its open end and provided with an-axial spindle extension projected through an opening provided therefor in a removable head on said cylindrical body portion, a lever arm slidably fitted through a transverse opening in said spindle extension near the outer end thereof, the end portion of said spindle extension being screw-threaded for the applica.- .5 tion of a. jam nut engageable with said lever arm whereby to secure the latter in adjusted position, a washer sleeved on said spindle extension adjacent to the head4 of said cylindrical -body portion with a packing ring interposed therebel tween, and a coiled spring interposed between said washer and said lever arm, said lever arm having provision for the pivotal and slidable engagement therewith of an actuating member.

3. In a clutch control mechanism for an autol5 motive vehicle provided with a throttle, an accelerator and a clutch pressure diderential operated means for operating the clutch, valve means controlling the operation of said pressure differential operated means, and linkage interconnecting said throttle, valve and accelerator, said linkage comprising means directly interconnecting said throttle and accelerator, other means slidably mounted on said iirst mentioned means and directly connected with said valve, said rst mentioned mea-ns being provided with spaced stops flxedly secured .thereto on opposite sides of said second mentioned means whereby there is provided a lost motion connection between the accelerator andvalve to eiect a relative timing of the operation of the throttle and valve.

4. In a clutch control mechanism for an automotive vehicle provided with a throttle, an accelerator and a clutch, a pressure differential operated motor, valve means for controlling the operation of said motor, and linkage linterconnecting said throttle, accelerator and valve, said linkage comprising means directly connecting said accelerator and throttle, means interconnecting said aforementioned connecting means and valve, including two lost motion connections, one of said latter connections being incorporated in the connectidn with .the throttle.

5. In a clutch control mechanism for an automotive vehicle-provided with a throttle, an accelerator and a clutch, a pressure diierential operated motor, valve means for controlling the operation of said motor, and linkage interconnecting said throttle, accelerator and valve, said linkage comprising aplurality of links directly connecting said throttle and accelerator, a. plurality of interconnected links interconnecting, with a lost motion connection, said direct connection and valve, and another lost motion conl nection, incorporated in said second mentioned 5-5 plurality of links, at the connection between said links. i

i FREDRICK H. JORDAN. 

